JP3523696B2 - Electronic fuel injection control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic fuel injection device for an internal combustion engine for a vehicle, and more particularly to an electronic device for controlling an increase in a fuel injection amount at the time of acceleration of a vehicle in accordance with an acceleration state. Type fuel injection device.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication (Kokai) No. 60-85239 discloses that after a basic fuel injection time is obtained based on an engine speed and an intake air amount, an acceleration increase correction rate (K
There is described an electronic fuel injection device in which the injection time is corrected by using ACC) to increase the fuel supply amount. This vehicle is judged to be in an accelerated state when the amount of change in the intake air amount exceeds a preset threshold value. Then, in the acceleration state, a map in which the relationship between the intake air amount, the intake air amount change amount, and the increase correction rate (KACC) is stored in advance is searched for the increase correction rate (KACC). Also,
When it is not in the acceleration state and when the increase correction rate (KACC) obtained by the map search is smaller than the previous value, the acceleration increase control is ended while decreasing the previous increase correction rate (KACC) by a predetermined value. I am trying.

Japanese Patent Laid-Open No. 58-150045 discloses a technique of asynchronously injecting an amount of fuel that changes according to the changing speed when the changing speed of the throttle valve opening becomes equal to or higher than a determination value during acceleration. Has been done.

[0004]

However, since the electronic fuel injection control device proposed in Japanese Patent Laid-Open No. 60-85239 determines the acceleration state based on the change in the intake air amount, the intake air When the amount of change in the amount becomes small, it is not determined that the vehicle is in the acceleration state, and the amount of increase is gradually decreased. Further, in any of the publications, the amount of fuel is immediately increased based on the amount of increase calculated when it is determined that the vehicle is in the accelerated state, so there is a possibility that the amount of fuel may be excessively increased depending on the accelerated state. In addition, in each of the publications, the amount of increase is calculated regardless of the engine rotation speed, so it is difficult to control the amount of increase in accordance with the transient state of acceleration, and the amount of increase increases or decreases. There is a risk that it will be overkill.

The present invention has been made to solve such a problem, and the acceleration correction increase value is targeted without immediately increasing the fuel quantity according to the acceleration correction increase value calculated when it is determined that the vehicle is in the acceleration state. It is a first object of the present invention to provide an electronic fuel injection control device in which a rapid change in the amount of increase is suppressed to prevent an excessive increase in the amount by increasing the amount in steps. The second purpose is to judge whether the vehicle is in the accelerating state or the accelerating state based on the throttle opening, and switch the increase / decrease of the acceleration correction amount increase value to perform the increase correction suitable for the acceleration state. An object of the present invention is to provide an electronic fuel injection control device that can be performed. Third
It is an object of the invention to provide an electronic fuel injection control device capable of performing an increase correction according to a transient state of acceleration by obtaining an acceleration correction increase value based on at least the engine rotation speed.

[0006]

In order to solve the above problems, an electronic fuel injection control device according to a first aspect of the present invention is to increase an injection amount at the time of acceleration with respect to at least a basic injection amount required according to an engine rotation speed. In the correction,
Determined based on throttle opening and engine speed
Increase value map or the throttle opening degree - the suction negative pressure is -
An acceleration correction increase value calculation means for calculating an acceleration correction increase value based on the increase value map, and a step correction means for stepwise changing the fuel increase value with the calculated acceleration correction increase value as a target value are provided. Is characterized by. In addition,
The child type fuel injection control device is at least the engine rotation speed.
Injection at the time of acceleration against the basic injection amount required according to
In the case of performing the increase correction of the amount,
Determine whether it is in the acceleration state or the acceleration end state based on
Acceleration state determination means and determination of the acceleration state determination means
Based on the output, the acceleration correction increase value calculation means in the acceleration state
The fuel consumption is calculated using the acceleration correction increase value calculated by
The amount of increase in
There is provided a step correction means for stepwise decreasing the increase value.

According to another aspect of the electronic fuel injection control device of the present invention, the acceleration correction increase value calculation means is at least the engine speed.
It is characterized in that the acceleration correction increase value is calculated based on the rolling speed .

The acceleration correction boost value calculation means is characterized in that it is configured to calculate the acceleration correction boost value based on at least the engine rotation speed.

[0009]

The stage correction means in the electronic fuel injection control device according to the first aspect of the present invention comprises the throttle opening and the engine speed.
Based on the intake negative pressure-increase value map or the throttle opening-increase value map determined on the basis of the acceleration correction increase value calculated as the target value, the fuel increase value is changed stepwise. Therefore, it is possible to prevent a rapid change in the increase amount and prevent an excessive increase in the amount. Also, acceleration state determination means
Determines whether the vehicle is accelerating based on the throttle opening.
Determine. In the acceleration state, the step correction means increases the fuel increase value.
Is changed stepwise, and the fuel increase value is
Decrease gradually. Accelerating based on throttle opening
Determine whether the vehicle is in the middle or the end of acceleration, and increase the fuel acceleration
Since the change and the decrease of the
Acceleration correction can be performed. Therefore, the slot
Acceleration correction is continued while the throttle opening changes in the large direction,
If the throttle opening is almost fully opened, it is determined that the acceleration has ended.
Cut off and gradually increase the amount of fuel acceleration, basic injection
It is possible to shift to the control by quantity, and the transient state of acceleration.
Acceleration correction suitable for

[0010]

According to the second aspect of the present invention , the electronic fuel injection control device includes the acceleration correction increase value calculating means for calculating the acceleration correction increase value based on at least the engine speed.
It is possible to perform an increase correction according to the engine rotation speed during acceleration.
Therefore, it is possible to perform the increase correction according to the transient state of acceleration. Even when accelerating from a low engine speed or accelerating from medium to high engine speeds, the amount of increase correction can be adjusted according to the engine speed, so the amount of increase is set regardless of the engine speed. It is possible to make a more appropriate amount increase as compared with the above.

[0012]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is an electric system diagram of an electronic fuel injection control device according to the present invention, and FIG. 2 is a layout diagram of main components of a motorcycle equipped with the electronic fuel injection control device. This electronic fuel injection control device 1 controls the operating state of an engine 4 and an electronic fuel injection control unit 3 that controls the fuel injection amount by controlling the timing of energization of four injectors (fuel injection valves) 2, for example. Various sensors for detection are provided.

The negative side of the battery power supply BAT is connected to the vehicle body ground. When the combination switch (ignition switch) CSW is turned on, the fuse F
1, combination switch CSW, fuse F2
Battery power is supplied to the kill sensor KS via the, and the kill sensor KS is brought into an operating state. The kill sensor KS is provided with a tilt angle sensor so that the exciting current of the kill relay KR is shut off when the motorcycle tilts beyond a predetermined angle.

If the combination switch CSW is on and the kill switch KSW interposed between the fuse F2 and the kill relay KR is on and the motorcycle is not overturned, the kill sensor KS is detected. An exciting current is supplied to the exciting winding of the kill relay KR via the contact, and its contact is turned on to turn on the power input terminal B + of the electronic fuel injection control unit 3, the solenoid of each injector 2, and the variable intake solenoid valve. 5
Battery power BAT is supplied to. Therefore, the vehicle cannot be operated with the kill switch KSW turned off. In this embodiment, electric power is supplied to the electronic fuel injection control unit 3 and the like via two types of fuses F3 and F4 having different cutoff characteristics.

An exciting current is supplied to the exciting winding of the fuel cut relay FCR through an output terminal FPC of a fuel (fuel) pump drive circuit (not shown) in the electronic fuel injection control unit 3, and its contact is closed. Is driven to supply the battery power BAT to the fuel pump FP to operate the fuel pump FP. Therefore, if the vehicle body is tilted more than a predetermined amount, the kill sensor K
When the power supply to the electronic fuel injection control unit 3 is stopped by the operation of S, the power supply to the fuel pump FP is also stopped at the same time.

The variable intake solenoid valve 5 is driven by a signal 5a from a terminal T5 via a variable intake valve drive circuit (not shown) in the electronic fuel injection control unit 3. The fuel injection from each injector 2 is performed based on the signal from the terminal T2n via the fuel injection drive means (see reference numeral 42 in FIG. 3) in the electronic fuel injection control unit 3.

In the electronic fuel injection control unit 3, there are two systems of reference voltages VR1 and V1 having a common negative potential VR-.
A reference power supply (not shown) for supplying R2 is provided.
The first reference voltage VR1 is supplied to the atmospheric pressure sensor S1, the rear intake manifold negative pressure sensor S2, and the front intake manifold negative pressure sensor S3, respectively, and the voltage signals relating to the atmospheric pressure, the rear intake manifold negative pressure, and the front intake manifold negative pressure are supplied. S1a, S2a,
Each S3a is obtained.

The first reference voltage VR1 is supplied to the intake air temperature sensor S4 via a reference resistance (not shown) for detecting the intake air temperature provided in the electronic fuel injection control unit 3, and the reference resistance and the intake air temperature are supplied. The voltage signal S4a related to the intake air temperature is obtained based on the divided voltage with the heat-sensitive resistance element in the sensor S4.

The first reference voltage VR1 is supplied to a water temperature sensor S5 via a water temperature detecting reference resistance (not shown) provided in the electronic fuel injection control unit 3, and the reference resistance and the heat sensitive resistance in the water temperature sensor S5 are supplied. Based on the divided voltage with the element,
The voltage signal S5a related to the temperature of the cooling water of the engine is obtained.

The second reference voltage VR2 is supplied to the throttle opening sensor S6, and the voltage signal S6 relating to the throttle opening is supplied.
I am trying to get a.

The second reference voltage VR2 is supplied to the idle mixture adjuster 6, and the voltage divided by the variable resistors 6a to 6d provided corresponding to each cylinder is idled by the electronic fuel injection control unit 3. Injection amount adjustment input terminal ID
1 to ID4 are respectively supplied. The electronic fuel injection control unit 3 regulates the fuel injection amount at idle for each cylinder based on each voltage supplied from the idle mixture adjuster 6.

The electronic fuel injection control unit 3 takes in an intake valve opening / closing timing pulse signal 8a output from a cam pulse generator 8 that operates in cooperation with the cam pulser rotor 7 from a terminal T8 to determine the fuel injection timing. I'm trying to detect. Further, a crank rotation pulse signal 10a output from a crank pulse generator 10 that operates in cooperation with the crank pulser rotor 9
Is taken in from the terminal T10 and the engine speed is calculated. The terminal DG is a ground terminal of the digital signal system.

The electronic fuel injection control unit 3 operates the tachometer drive signal 11a based on the calculated engine speed.
To output the water temperature sensor S by driving the tachometer 10.
The water temperature gauge drive signal 12a is generated and output based on the detection output of No. 5, and the water temperature gauge 12 is driven. Further, the electronic fuel injection control unit 3 controls the display of the indicator 13 by outputting the display control signal 13a.

Further, in this embodiment, with the combination switch CSW turned on, the battery power BAT is supplied to the speed sensor 14 via the fuse F5.
The speed detection signal 14a of the speed sensor 14 directly drives the speedometer 16 provided in the meter unit 15. Therefore, if the combination switch CSW is in the ON state, the vehicle speed can be displayed by the speedometer 16 even if power is not supplied to the electronic fuel injection control unit 3 and the like.

FIG. 3 is a functional block configuration diagram of the electronic fuel injection control unit. This fuel injection control unit 3
Is configured using a microcomputer system, and includes two sets of A / D converters 31, 32, negative pressure calculation means 33, rotation speed calculation means 34, throttle change amount calculation means 35, and acceleration. The determination unit 36, the basic injection amount calculation unit 37, the map designation unit 38, the acceleration correction increase value calculation unit 39, the stage correction unit 40, the multiplication unit 41, and the fuel injection drive unit 42 are provided.

The voltage signals S1a to S6a output from the sensors S1 to S6 are converted into corresponding digital data by the A / D converters 31 and 32, respectively, and the atmospheric pressure data S1d and the rear intake manifold negative pressure data S are converted.
2d, Front intake manifold negative pressure data S3
d, intake air temperature data S4d, cooling water temperature data S5d, throttle opening data (hereinafter referred to as throttle opening) θT
Get H.

The negative pressure calculating means 33 calculates the average negative pressure based on the rear and front manifold negative pressure data S2d and S3d and outputs the suction negative pressure data PB used for the injection amount calculation.

The rotation speed calculation means 34 calculates the engine rotation speed based on the pulse cycle of the crank rotation pulse signal 10a output from the crank pulse generator 10, and outputs engine rotation speed data (hereinafter referred to as engine rotation speed) NE. Output. Throttle change amount calculation means 3
5 is the throttle opening θT output at a predetermined time interval
The throttle opening change amount is calculated based on H, and throttle opening change amount data (hereinafter referred to as throttle opening change amount) ΔθTH is output.

The acceleration state determination means 36 determines whether the vehicle is in an acceleration state based on the engine speed NE, the throttle opening θTH, and the throttle opening change amount ΔθTH.
An acceleration correction request command 36a for requesting an increase in the fuel injection amount,
In addition, an acceleration continuation / end state determination output 36b indicating whether the acceleration is continuing or in a completed state is output.

The acceleration state determining means 36 is in a state where the engine is stopped, a state where the engine speed NE is extremely high (for example, 10,000 rpm or more), and
When the throttle opening θTH is not relatively high (for example, the throttle opening is less than 15 degrees), the output of the acceleration correction request command 36a is stopped. Then, the engine is operating at a predetermined rotation speed (for example, less than 10,000 revolutions per minute), and the throttle opening θTH
Is a predetermined range (for example, a range that does not reach full opening at 15 degrees or more), and the throttle opening change amount ΔθTH
Is relatively fast (for example, several degrees or more per 10 to 20 milliseconds)
In this case, it is determined that the vehicle is in an accelerating state, and the determination output 36b indicating the accelerating state is output. In addition, after the acceleration state, the throttle opening θTH is in a state of being almost fully opened (for example, the throttle opening is about 85 degrees), and the throttle opening change amount ΔθTH is relatively slow (for example, In the case of less than several degrees per 10 to 20 milliseconds), it is determined that the acceleration is completed, and the determination output 36b indicating the acceleration completed state is output.

The basic injection amount calculation means 37 calculates a basic injection amount of fuel and outputs basic injection amount data 37a. Two types of injection amount maps 37b and 37c and any of the injection amount maps 37b and 37c are used. A map selecting means 37d for selecting whether or not to use and a basic correcting means 37e for correcting the injection amount data obtained by the map search are provided. Although the map selecting means 37d has shown the configuration for selecting the output from each of the maps 37b, 37c, it may have a configuration for switching the map to be searched. Engine speed NE, suction negative pressure P
The relationship between B and the injection amount is registered in advance in the intake negative pressure-injection amount map 37b, and the relationship between the engine speed NE, the throttle opening θTH and the injection amount is registered in advance in the throttle opening-injection amount map 37c. is doing.

The map designating means 38 outputs a use map designating command 38a based on the engine speed NE and the throttle opening θTH. FIG. 4 is a diagram for explaining the operation of the map designating means. The map designating means 38 requests the command 38 to use a map based on the throttle opening in a region where the throttle opening is large and the engine speed NE is relatively low.
In the region where the throttle opening is relatively small and the engine speed NE is relatively high, a command 38a requesting the use of the map based on the suction negative pressure is output.

When the throttle opening θTH is large, the intake negative pressure is close to the atmospheric pressure, and the change in the intake negative pressure is small. Therefore, in such a region, the injection amount is obtained using the throttle opening θTH as a parameter. In this way, in a region where the suction negative pressure change is remarkable, the injection amount is obtained using the suction negative pressure PB as a parameter, so that a suitable injection amount can be obtained over a wide operating state.

Further, since the acceleration correction increase value is set based on the engine rotation speed NE, even when accelerating from a low rotation speed or accelerating from a medium / high rotation speed, the respective values are set. It is possible to correct the increase according to the engine speed. Therefore, it is possible to increase the amount of fuel more appropriately than the case where the amount of increase is set regardless of the engine rotation speed.

The map selection means 37d in the basic injection amount calculation means 37 is a basic correction means 37e for the injection amounts from the maps 37b and 37c designated by the use map designation command 38a.
Supply to. The injection amounts at the standard intake air temperature and the standard cooling water temperature are registered in each of the maps 37b and 37c. The basic correction unit 37e performs a correction calculation based on the intake air temperature data S4d and a correction calculation based on the cooling water temperature data S5d on the injection amount obtained by the map search, and outputs the basic injection amount data 37a.

The acceleration correction increase value calculation means 39 calculates and outputs the increase value data 39a of the fuel injection amount when the vehicle is in an accelerating state, and the intake negative pressure-increase value map 39.
b, a throttle opening-increasing value map 39c, a map selecting means 39d for selecting which increasing map to use, and an acceleration correcting means 39e. In the intake negative pressure-increase value map 39b, the relationship between the engine speed NE, the intake negative pressure PB, the acceleration increase value, and the number of injections for performing the acceleration increase correction is registered in advance, and the throttle opening-increase value map 39c. The relationship between the engine speed NE, the throttle opening θTH, the acceleration increase value, and the number of injections for performing the acceleration increase correction is registered in advance.

The acceleration correction means 39e uses the engine rotation speed N for the increase value data obtained by the map search.
When E is a medium speed and the throttle opening θTH is within a predetermined opening range, the correction according to the throttle opening θTH is performed. The injection number data for performing the acceleration increase correction obtained by searching the increase value maps 39b and 39c is directly supplied to the stage correction means 40.

FIG. 5 is a flow chart showing the operation of the acceleration correction means, and FIG. 6 is a graph showing the relationship between the throttle opening and the acceleration correction coefficient. The acceleration correction means 39e is in a predetermined medium rotation speed region (for example, 4800 to 10,000 rotations per minute) in which the engine rotation speed NE is preset (S1),
When the throttle opening θTH is within a predetermined opening range (for example, a range exceeding the opening during idling and not reaching the maximum opening) (S2), the throttle opening θTH and acceleration shown in FIG. A map in which the relationship with the correction coefficient KH is registered is searched (S3), and unless the number of injections for which the acceleration increase correction is performed is 0 (S4), the acceleration correction coefficient KH is added to the increase value data KACC (MAP) obtained by the map search. Increase value data KACC obtained by multiplying by is output (S5).

When the engine speed NE and the throttle opening θTH do not satisfy the above-mentioned correction conditions, the correction coefficient KH is set to 1 (S6), and the increase value data KACC (MAP) obtained by the map search is set. ) Is output as it is as the increased value data KACC (S5).

As shown in FIG. 6, the throttle opening θTH
Over the range of 10 to 90% for full opening,
Increase value data KACC (MAP) obtained by map search
Since the correction coefficient KH is set to 1.05 times, the fuel injection amount at the time of acceleration is increased except for the region where the throttle opening θTH is extremely small and the region where the throttle opening θTH is almost the maximum, and the acceleration performance is improved. Can be improved.

The electronic fuel injection control unit 3 shown in FIG. 3 activates the A / D converter at predetermined preset time intervals to obtain various input data, and also calculates the basic injection amount and opens the throttle. It is configured to calculate the degree change amount and to determine the acceleration state. Therefore, while the acceleration continuation / end state discrimination output 36b indicating the acceleration state is being output from the acceleration state discrimination means 36, the acceleration amount increase value calculation means 39 outputs the increment value data 39 at the aforementioned predetermined time intervals.
a is sequentially output.

The step correction means 40 corrects the increase value data 39a so that the amount of fuel actually injected for increase injection does not change abruptly, and the final increase value data 40a is multiplied by the multiplying means 4
1 is to be supplied. The stage correction means 40 is in a state that does not require an acceleration increase, that is, the acceleration state determination means 3
In a state where the acceleration correction request command 36a is not supplied from 6, the final increase value data 40a is 1.0.

Then, the acceleration correction request command 36a and the acceleration continuation / indication indicating whether or not the acceleration is continuing /
When the end state determination output 36b is supplied, the step correction means 40 adds a value (for example, 1.047) obtained by adding a preset change amount data ΔKACC (for example, 0.047) to the previous output value 1.0, When the increase value data 39a is larger than the added value (for example, 1.047), the added value (for example, 1.047) is compared with the increase value data 39a output from the acceleration correction increased value calculation means 39. The final increase value data 40a is output.

When the increase value data 39a is smaller than the added value (for example, 1.047), the increase value data 39a obtained by the acceleration correction increase value calculating means 39 is output as the final increase value data 40a. This operation is repeated while the acceleration continuation / end state determination output 36b indicating that the acceleration is continuing or in the state is being supplied. As a result, the final increase value data 40a is increased by the preset variation data (for example, 0.047) with the increase value data 39a obtained by the acceleration correction increase value calculating means 39 as the target value. It is possible to prevent the final increase value data 40a from rapidly increasing.

The difference between the previous output data and the increase value data 39a supplied from the acceleration correction increase value calculating means 39 is multiplied by a predetermined coefficient (for example, 0.5) to increase the increase value. A value close to the data 39a may be output in a short time.

The stage correction means 40 is the fuel injection drive means 4
The number of times of increased injection is monitored based on the injection signal 42b supplied from No. 2, and the increased injection frequency is the increased injection frequency data KN supplied from the acceleration correction increased value calculation means 39 together with the increased value data 39a. When the number of times specified by 1 is reached, the final increase value data 40a is set to 1.
I am trying to set it back to 0.

Further, the acceleration continuation / end state determination output 36b indicating that the acceleration has been completed before the number of times of the increased injection designated by the increased injection number data KN is completed.
When the value is supplied, the step correction means 40 subtracts a preset variation data (for example, 0.047) from the previously output increase value data 40a to obtain a final increase value data 4
It is output as 0a. The process of decreasing by a preset change amount data (for example, 0.047) is repeated until the subtracted value becomes 1.0 or less, and when it becomes 1.0 or less, 1.0 is output. .

The multiplication means 41 is a basic injection amount calculation means 37.
Based on the basic injection amount data 37a output from the final injection amount data 40 supplied via the stage correction means 40.
a is multiplied, and the multiplication result is output as fuel injection amount data 41a.

The fuel injection drive means 42 generates an injector drive signal 42a having an injection time determined based on the fuel injection amount data 41a in synchronism with the intake valve opening / closing timing signal 8a, and sequentially outputs it to each injector 2. To do. As a result, a predetermined amount of fuel is injected from each injector 2 in synchronization with the opening / closing timing of the intake valve.

FIG. 7 is a flow chart showing the overall operation of the electronic fuel injection control device. After the basic injection amount is calculated by the basic injection amount calculation means 37 in step S11, the acceleration correction amount increasing process in step S12 and subsequent steps is executed. In step S12, the operating condition of the engine is determined,
If the engine is stopped due to engine stop etc.,
The initialization process of step S30 is performed. If the engine is operating, the engine speed N is determined in step S13.
It is determined whether E is in the high speed rotation range. When the engine speed NE is, for example, 10,000 rpm or more, the process proceeds to the initialization process of step S30. If the engine rotational speed NE is, for example, 10,000 rpm or less, it is determined in step S14 whether the throttle opening θTH is relatively high. The throttle opening θTH is, for example, 1
If it is less than 5 degrees, the process proceeds to the initialization process of step S30.

If the throttle opening is 15 degrees or more, it is considered that the vehicle is in the accelerating state or the accelerating state, and the processes in and after step S15 are performed. Step S1
At 5, it is determined whether or not the throttle opening θTH is in a state of being almost fully opened. The throttle opening θTH is not fully opened (for example, less than 85 degrees) and the throttle opening changes rapidly (for example, the throttle opening change amount is 8 degrees / 10).
(0 millisecond) (step S16), it is determined that the vehicle is in an accelerating state, and the acceleration amount increasing process from step S17 is performed.

In step S17, the acceleration correction increase value calculation means 39 obtains an acceleration correction increase value (hereinafter referred to as a map calculation value) by map calculation and correction calculation. Next, in step S18, the amount of change set in advance is added to the previous value of the increase value (hereinafter referred to as the previous value),
In step S19, the magnitude relation between the added value and the map calculation value is compared. When the map calculation value is larger than the addition value, the addition value is set as the current value (S20), and when the map calculation value is smaller than the addition value, the map calculation value is set as the current value (S21).

Then, in step S22, the increase flag is set to 1
To the basic injection amount (step S23).
The calculated value in 11) is multiplied by the current value, and the fuel corresponding to the multiplied value is injected from the injector 2 in step S24.
Then, the series of processes from step S11 is repeated.

When the throttle opening is close to full opening where θTH exceeds 85 degrees (S15), and when the throttle opening variation ΔθTH is slow (S1).
In step 6), it is determined that the acceleration has been completed, and the processing from step S25 is performed. In step S25, the state of the increase flag is determined. If the increase flag is 0, it means that the acceleration is not completed after the acceleration, so that the process proceeds to the initialization process of step S30. If the increase flag is 1, the increase number is checked in step S26, and if the increase injection for the number of fuel injection increases obtained by the search of the increase value map is completed, step S26 is performed.
The process proceeds to the initialization process of 30. If the number of increases is 1 or more, the preset amount of change is subtracted from the previous value in step S27. When the subtracted value becomes 1 or less (S28),
The process proceeds to step S30, and the increase correction after acceleration is completed. When the subtracted value is 1 or more, the subtracted value is set as the current value in step S29, and the process of step S22 is performed.

Therefore, in steps S15 and S16,
When it is detected that the throttle opening θTH has increased rapidly, it is determined that the vehicle is in an accelerating state, and the process of increasing the fuel injection amount for acceleration is started, but the map calculation value is set to the target value in steps S19 to S21. As a result, the fuel injection amount is not sharply increased because the fuel increase amount is increased by a preset change amount.

When the engine speed NE becomes extremely high (for example, 10,000 rpm or more) (S13)
Alternatively, when the throttle opening θTH is returned to less than 15 degrees (S14), the previous value is set to 0 in step S30,
Initialization processing for setting the current value to 1.0, the number of increase times to 0, and the increase flag to 0 is performed, and the acceleration correction increase of the fuel injection amount is stopped.

When the throttle opening θTH is in a state of being almost fully opened (S15) and when the change amount ΔθTH in the opening direction of the throttle opening is small (slow) (S16), the acceleration is completed. It is determined that the state is the state, and the amount increased in the acceleration state is decreased by the preset change amount (S27 to S29), so that the fuel injection amount is sharply reduced immediately after the end of the acceleration and the injection amount is not insufficient. .

In this embodiment, the injection amount is obtained by the map search, and the fuel injection time is controlled based on the injection amount. However, the injection time may be obtained by the map search.

[0059]

As described above, the electronic fuel injection control device according to the first aspect of the invention is based on the throttle opening degree and the engine rotation speed by the acceleration correction increase value calculation means.
Since the configuration is such that the fuel increase value is changed stepwise with the acceleration correction increase value calculated based on the determined intake negative pressure-increase value map or throttle opening-increase value map as the target value. It is possible to suppress a sudden change and prevent an excessive increase in fuel amount. Also, the acceleration correction increase value is
Determined based on throttle opening and engine speed
Suction negative pressure-increase value map or throttle opening-
It is calculated based on the increase value map, so it can be used in a wide range of driving conditions.
Thus, it is possible to obtain a suitable injection amount. Also, the present application
The electronic fuel injection control device according to
Based on this, it is determined whether or not the vehicle is in an accelerating state.
By gradually increasing the amount of increase in fuel consumption, fuel is
Since the configuration is such that the increase value of
Acceleration correction suitable for the situation can be performed. Therefore,
Acceleration correction is continued while the rotten opening is changing in a large direction.
Continuing, and if the throttle opening is almost fully open, acceleration ends.
It is judged that the fuel consumption has been increased, and the fuel increase amount is gradually reduced.
It is possible to shift to control based on the main injection amount,
Acceleration correction suitable for the passing state can be performed.

[0060]

Since the electronic fuel injection control apparatus according to the second aspect of the invention is provided with the acceleration correction increase value calculation means for calculating the acceleration correction increase value based on at least the engine speed,
It is possible to perform an increase correction according to the engine rotation speed during acceleration.
Therefore, it is possible to perform the increase correction according to the transient state of acceleration. Even when accelerating from a low engine speed or accelerating from medium to high engine speeds, the amount of increase correction can be adjusted according to the engine speed, so the amount of increase is set regardless of the engine speed. It is possible to make a more appropriate amount increase as compared with the above.

[Brief description of drawings]

FIG. 1 is an electric system diagram of an electronic fuel injection control device according to the present invention.

FIG. 2 is a layout diagram of main components of a motorcycle including an electronic fuel injection control device according to the present invention.

FIG. 3 is a functional block configuration diagram of an electronic fuel injection control unit.

FIG. 4 is an explanatory diagram showing a use map selecting operation.

FIG. 5 is a flowchart showing the operation of acceleration correction means.

FIG. 6 is a graph showing the relationship between throttle opening and correction coefficient.

FIG. 7 is a flowchart showing the overall operation of the electronic fuel injection control device.

[Explanation of symbols]

1 Electronic fuel injection control device 2 injectors 3 Electronic fuel injection control unit 4 engine 8 Cam pulse generator 10 crank pulse generator 34 Rotation speed calculation means 37 Basic injection amount calculation means 39 Acceleration correction increase value calculation means 40-step correction means 41 multiplication means 42 Fuel injection drive means S6 Throttle opening sensor

Continuation of the front page (56) References JP-A-4-66740 (JP, A) Actual development 3-45440 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) F02D 41 / 10 330 F02D 41/04 330 F02D 41/34 F02D 45/00 312

Claims (2)

(57) [Claims] 1. An electronic fuel injection control device that corrects an increase in the fuel injection amount at the time of acceleration with respect to at least a basic fuel injection amount determined in accordance with the engine rotation speed. Determined based on
Increase value map or the throttle opening degree - the suction negative pressure is -
It is characterized by further comprising: an acceleration correction boost value calculation means for calculating an acceleration correction boost value based on the boost value map; and a step correction means for stepwise changing the fuel increase value with the acceleration correction boost value as a target value. And an electronic fuel injection control device. 2. The acceleration correction increase value calculation means is less
Both calculate acceleration correction increase value based on engine speed
Electronic fuel injection control device according to claim 1, characterized in that a configuration in which.